Train control



June 11, 1929.

w. K. HOWE TRAIN CONTROL 2 Sheos-Sheet 1 Filed April 28, 1924 IN V EN TOR.

a: on

Patented June 11, 1929.

UNITED STATES 1,717,338: PATENT OFFICE.

WINTHROP K. HONEQOF ROCHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK.

TRAIN CONTROL.

Application filed April. 28,

portions of the track which are not equipped for automatic train control.

In equipping a railway system with autoinatic train control it is often found necessary, either because only part of the main railroad can be equipped for train control or because of branches, sidings, yards, cross-overs lead ing to tracks equipped only for oppositely directed traffic and the like, to leave certain portions of the railroad unequipp'ed as far as train control apparatus is concerned. Such portions of the road may or may not be equipped with the usual way-side signals depending on the character of such portion and the importance of the traffic moving thereover. Such unequipped or non-train control territory is, preferably referred to as nonsignal territory hereinafter.

In train control systems of the continuous inductive type in which the freedom of movement of the train depends on the presence of current flowing in suitable trackway circuits adjacent the train it is important to provide some means to make the car-carried equipment of the train control apparatus ineffective when a train enters into non-traincontrol, non-equipped or non-signal territory, because if such provisions were not niade the train would be unnecessarily restricted in such territory, the automatic control being prefu'ably automatically reinstated when signalled territory is re-entered.

In an'autoinatic train control system including cab-signals for indicating traflic conditions ahead it is import-ant that such cabsignals tell the truth, and if non-signal territory is entered the engineer should be informed of this fact and he should be continually reminded that he is running in such territory until he re-enters signalled territory. This is necessary so that the engineer may takespecial precaution since the safety of the train depends entirely on him while he is moving in such territory.

In certain types of systemsit is only found necessary or expedient to use two of the three positions available in a relay of the threeposition type, and the present invention is more particularly directed to a train control system in which a three-position relay is used, and in which the third position has 1924. Serial No. 709,470.

been utilized to set up a non-signal territory control and cab-signal indication. The threepos tion relay referred to assumes an extreiiie posit on in one direction or the other de pending on the character of the current or currents applied thereto andassumes ade-. energized positionby reason of a spring or gravity acting to bias it to such position when deenergized.

More specifically the objects and purposes of the present invention consist in the provision of a suitable stick relay, for instance, which is placed in its active condition when the three-position relay heretofore referred to assumes the third position, and the provision of means to maintain such device stuck up or active so long as the three-position relay assumes its biased or deenergized position, the provision of suitable cab-signalling means for manifesting whether or not the train is moving in train control or signal territory, and the provision of suitable speed contro apparatus.

tory which is not equipped for train control purposes.

In disclosing the present invention an illustrative form of a train control system of the three-position continuous inductive type has been shown in which the various component parts; such as the three-position relay,

the amplifying devices and influence receiving elements, may be the sam'eas corresponding parts of the apparatus shown inthe patent to Lewis No. 1,351,7 71 dated September 7,

1920, in combination with which the novel non-signal territory control and signal appaatus has been shown. In view of this fact it is considered sufiicient to give a brief description or survey only of the system itself. It should be understood that the invention is not limited to the specific form of system accompanying drawshown, but that it is applicable to any other form of system having similar functions and mode of operation, and although the system has been applied to a signal system employing alternating current track circuit control it may be applied to systems using direct current for this purpose.

Trachway apparatus.

Traincontrol territory-Referring to Fig. 1 of the drawings there has been shown a track divided into blocks by insulating joints 1, the block I and the adjacent ends of two other blocks H and J being shown. This track comprises sections ofterritory whlch are equipped with train control apparatus as well as sections which are not so equipped. Although the train control system embodying the present invention may be appl ed to trackway equipment which does not 1n elude wayside signals, or to systems provided with color light, position light orsemaphore signals, it has been shown applied to a system in which semaphore signals Z are used, which have been shown conventionally without illustrating their wellknown control circuits and devices. Since the various elements of the various blocks are the same, like reference characters having distinctive exponents are assigned to the various parts of the various blocks. The block I is provi'ded with a suitable track relay T which derives its energizing current from the usual track circuit, which, in the arrangement shown, includes a source of alternating cur rent as indicated by the transformer 2 the secondarywinding of which is connected across the rails at the exit end of this block through an impedance 3.

The usual track circuit, which hereinafter is conveniently referred to as a loop circuit or track phase, is also used for transmitting control influences to the moving train. In addition to this track circuit there is also provided a circuit which comprises the two track rails in multiple and which is for convenience called a simplex circuit or line phase. In the particular arrangement shown the block I is divided into two sections by the balancing resistance 6, each having a separate simplex or line circuit. The first section of this block has its line phase energized by a transformer 7, and includes the secondary winding of this transformer. This line phase or circuit may be traced from the secondary winding of this transformer 7, wire 8, middle point of balancing resistance 6 through the'two rails in multiple to the middle point of balancing resistance 9, from whence it returns through wire 10 back to the secondary winding of this transformer 7.

Under clear traflic conditions of the block J the second section of the block I is energized by a similar but controllable line circuit which may be traced as follows r-baginning at the secondary winding of the transformer 18 wire 14 front contact 15 of the track relay T wire 16 to the middle point of balancing resistance 17, the two track rails in multiple, to the balancing resistance 6, and from the middle point of this balancing resistance through wire 18, back to the other terminal of this transformer 13 It is therefore noted that if the block I is a caution block because the block J in advance is occupied by a train, that the first section of the block I will have line circuit current flowing therein whereas the second section of this block has its line circuit broken at the front contact of the track relay T The absence of line circuit current in this second section will control the'train as more clearly described in the operation of the system hereinafter.

[Vowsignal tel'riz0ry.Referring to Fig. 2 of the drawings there has been shown a corn tinuation of the track-way shown in Fig. 1. The end of the block .I is the exit end of signalled territory. At the entrance to nonsignalled territory is found a short section of track ay which has track circuit current as well as line circuit current applied thereto, these currents, however, having a phase relation reverse to that between similar line and track currents in signalled territory. In the particular arrangement shown the track cir cuit current at the entrance to unsignalled territory is supplied by a transformer 20 through an impedance 21 which current is also used for energizing the track relay T when this short section is unoccupied. The line circuit current for this section is supplied by a transformer 22 and flows through a circuit which may be traced as follows :beginning at the secondary winding of this transformer 22, wire 23 to the middle point of balancing resistance 24, through the two rails in multiple to the middle point of balancing resistance 25 through wire 26 back to the secondary winding of this transformer. T0 properly control a train in the block J the line circuit of the second section of the block J includes the front contacts of the track relays T and T and the wire 14s" in addition to the circuit portions of the corresponding circuit in the block I.

Oar-carried apparatus.

In the block H has been shown a railway .vehicle conventionally illustrated by the axles In order to illustrate,

coil 34. These two coils 34: are connected in series in a manner so that alternating current voltages induced therein by reason of track circuit current flowing in opposite threetions in the two track rails are cumulative, and are connected to the input side of an amplifying device LA, which has been conventionally shown as a square and in practice includes a suitable thermionic amplifier of the vacuum tube type and associated apparatus which is adapted to receive and amplify the currents induced in these track circuit receiving elements LE. Although these receiving elements have been shown as including cores, such cores may be omitted if desired. The exit or output side of this amplifying device LA is connected to a winding 35 of a three-position alternating current main relay MR.

From a suitable point in the rear of the first aide in the train and preferably in the rear of the tender is hung another pair of influence receiving elements similar to those already described, which are connected so that the voltages induced in their coils by reason of currents flowing in the same direction in both rails are cumulative. These influence receiving elements have been designated SE and are connected to the input side of the amplifying device SA, similar to the one already described, the output side of which is connected to the other winding 36 of the main relay MR. This main control relay MB is provided with contacts 37 and 38 which have been conventionally shown and which assume an intermediate position to which they are biased if either or both of the windings 35 or 36 are deenergized, assume the left hand or normal position when the two windings and 36 are energized by currents derived from track and line phases in signalled territory, and assume-the reversed or dotted position when these windings are energized by current in the track and line circuits when moving over the short section at the entrance to non-signal territory. This distinctive positioning of the relay at the entrance to nonsignal territory is due to the distinctive phase relation of the track and line phases in this short section.

The train control system embodying the present invention preferably includes a suitable brake applying device for applying the brakes automatically under certain conditions. Although this brake applying device maybe one which actuates the usual engineers brake valve, or may be a suitable application valve which vents the brake pipe to a predetermined extent only when actuated, an electro-pneun'iatic valve EPV for controlling such brake control device has been shown conventionally, it being understood that the present invention is not limited to any particular form of device for controlling the brakes.

In order to gradually restrict the limiting speed of a train in a caution block and to enforce a low limiting speed in an occupied block a suitable speed restricting device preferably employed, which restricts the speed thereof in accordance with the progress of the train along the track, such for instance, as shown in the patent to Simmen 51,150,309 dated August 17, 191.5, and for convenience a simple speed restricting device of this kind has been shown conventionally and will only be briefly described. The particular speed restricting apparatus shown includes a cam which is normally held in a maximum speed position and which is gradually rotated to set up lower speed limits when initiated in accordance with the progress of the train through the block. A suitable speed indicator is preferably employed to indicate the speed at which the train is traveling at any time, and a speed responsive device or governor S of the centrifugal type has for convenience been shown for this purpose.

This speed responsive device S is located on the shaft 40, driven from the wheels of the vehicle in any suitable manner, and. includes I a collar 41 pinned to this shaft and another grooved collar 42 which is slidably mounted on this shaft having links 43 pivotally secured thereto which are pivotally connected together by centrifugal weights or fly balls 44, these collars normally being urged apart by a compression coil spring 45.

Suitably mounted with respect to the governor S is a speed shaft 47, on which is pinned a bifurcated arm 46 having pins in the bifurcated end thereofengaging the groove in the collar 42, so that the shaft 47 turns in response to the change of speed of the vehicle. To this shaft 47 is also fasteneda speed arm 48, which has its free end pivotally connected to a floating lever 49, the other end of this lever being provided with-a roller 50 engag ing the cam surface of the cam 51 more clearly described hereinafter. Pivotally secured to an intermediate point on this floating lever 49 is a link 52, which has its other end connected to an eccentrically located pin 53 on a contact operating sector 54. This sector is biased in a counter-clockwise direction by the spring 55, whereby a tension is produced in i the link 52 to maintain the roller 50 of the floating lever in engagement with the cam 51. The sector 54 has an arcuate cam surface, a portion of which, as shown, is cut down so that as this sector is rotated in a clockwise direction a certain distance, the roller 56 rolls into the cutaway portion and thereby causes contacts 57 and 58 to open for purposes more clearly described hereinafter.

The cam 51 heretofore mentioned is pinned to the cam shaft 60, the other'end of which is fastened to a mutilated gear 61. The mutilated gear 61 is adapted to be driven in one direction or the other, depending on'the direction in which the vehicle is moving, by a train of gears suitably driven from the axles of the railway vehicle. In the particular arrangement shown. a worm (S3 is provided on the shaft 40 which engages a worm wheel 64 having a pinion associated therewith which engages the gear 66. Pivotally supported with respect to the shaft on which the gear 66 is mounted to rotate is a control arm 67 having a portion thereof bifurcated, with the bifurcated portion straddling the gear 66 which arm is biased upward by a spring 68 surrounding the guide pin 69. In the bifurcated portion of the control arm 67 is pivotally secured a pinion 70in meshed relation with the gear 66. To the control arm 67 is fastened an armature 72 which is adapted to be attracted by a cam starter magnet CS energized under clear traffic conditions. It is thus noted that deenergization of the cam starter magnet CS causes engagement of the pinion 70 from the mutilated gear 61 thereby causing rotation of the cam shaft 60 and cam 51 in response to the progress of the train.

After a predetern'iincd distance of travel of the train after this cam starter magnet CS has been deenergized, which may be assumed to be the braking distance of the train in question, the gear 61 will have been rotated substantially 180, after which the pinion 70 is free to rotate without further rotation of the gear 61 by reason of the provision of the mutilated portion of this gear 61. In order to again return the cam 51 to its normal position, as shown, when the cam starter magnet CS is again energized a suitable spring pressed gear sector is provided. This gear sector 75 is pivotally supported about the journal 76 and is in meshed relation with a pinion 77 secured to the cam shaft 60. This sector 75 is biased to its intermediate position by two opposing springs 78 contained between the leg of this sector and stationary lugs or steps 79.

Operation.

Enterz'ny signal territ0r;e .-Under normal clear traffic conditions of the car-carried apparatus the main control relay MB is energized to assume the left hand or clear position, under which. condition an emergency circuit for the cam starter magnet CS is closed as follows: beginning at the terminal B, of source of energy, wire 88, contact 37 of the main relay MR, wires 89 and 90, winding of the cam starter magnet- CS, wire 91, back to common return wire C. It the speed of the train is not excessive an energizing circuitfor the brake control device EPV as follows is intact :beginning at the terminal 13, wire 92, contacts 57 and 58, controlled by the sector 54, wires 93 and 94, winding of the device EPV, wire 95 back to the common return wire C. lVit-h the train moving with the cam 51 in its restored position a certain maximum speed limit is set up by reason of the speed responsive device S controlling contacts 57-58 through parts 46, 47, 48, 49, 52 and 54. It should be noted that a green or clear signal lamp G is energized under normal clear trait fic conditions of relay MR and that a danger or red lamp It is energized when this relay assumes a deenergized position and the relay NS is also deenergized, by circuits readily traced in the drawings.

If, new, the cam starter magnet is deenergized for any reason, probably because the train has passed the balancing resistance 6 in a caution block and no longer is capable of receiving line current, or possibly because track circuit current is shunted away by another train ahead, a variable restrictive speed limit is caused to be set up by contacts 57-58, which speed limit is gradually lowered as the train progresses, by reason of the turning of cam 51. If this speed limit is exceeded these contacts separate and interrupt the energizing circuit for the device EPV, thereby affecting a brake application. The cam 51 is preferably so geared with respect to the wheels oi. the train that ii the cam movement is initiated as a result of movement of the train into a caution block the mutilated portion or" the gear reaches the pinion 70 when the train reaches the exit end of the block, and when. the cam reaches this ultimate position a continuing minimum speed limit is imposed.

As the train moves into the following block, which of course must be an occupied block it the preceding block was a caution block, this causes the cam to continue to assume the ultimate position, for, although there may be line current present in this occupied block no track circuit current is flowing because it is shunted away by the train ahead, it of course being understood that it the block in question isa danger block for some other reason such as an open switch, or the like, this fact will be manifested by the absence of either the line or track phase current altogether. It should be noted that the line phase circuit is out off beyond the balancing resistance 6 only, in a caution block. This is done so that the train may proceed as in a clear block until it is substantially braking distance from the entrance to a danger block Entering non-signalled zcrm't0rg .-Let us assume that the train proceeds through the block J under clear tra'liic conditions ahead and that it reaches the entrance end of the block K which is also the entrance to nonsignal territory. It should be borne in mind that the engineer should be propcrlv informed when he enters non-signal. territorv so that he may know that thesatety of the train depends entirely upon him because no automatic control is provided for in such territory. As the train enters this short section (resistance 25 to resistance 24), provided with a line circuit having a current flowing therein which has a reverse phase relation to the track circuit current of this portion from that of the relation of the line and tack, circuit currents signalled territo y,

the main control relayMR is energized in the reverse direction, thereby causing a pick up circuit for the non-signal territory relay NS to be closed, which may be traced as follows:beginning at the terminal B of said source of energy, wire 88, contact 37 of the main control relay MR in its reverse position, wires 100 and 101, winding of the relay NS, wire 102, back to common return wire C. lVith this pick up circuit completed this re lay assumes its energized position and closes all of its front contacts, and as soon as the train passes out of this short section the main relay MR assumesits deenergized position, because no line phase current is present, al though track circuit current may or may not be present, depending on whether or not track circuit current of the same character is used for block signalling purposes in unsignalled territory, thereby closing a stick circuit for this NS relay which may be traced as follows :beginning at the terminal B, wire 88, contact 37 of the main relay MR, in its biased or deenergized position, wire 108, front contact 10st of the NS relay, wires 105, and 101, winding of the NS relay, wire 102, back to common return wire C. It is of course understood that the relay NS is sufliciently slow acting to maintain its front contact 104 closed while the relay MR changes from its reversed position to its deenergized position. This relay N S is thus closed in an energized stick circuit which is completed so long as the main relay MB is deenergized. ith the relay NS energized the non-signal territory or white lamp W is illuminated through a circuit including the front contact 83 of this relay inits raised position which is readily traced in the drawings.

lVith the NS relay energized the cam startcr magnet CS is maintained energized through the following circuit :beginning at the terminal B, wire 106, front contact 107 of the relay NS, wires 108 and 90, winding of the cam starter magnet CS, wire 91 back to return I ire C. Also, a circuit for the brake control device EPV is completed under this, the non-signal territory traffic conditions which may be traced as follows :-beginning at the terminal B, wire 110, front contact 111, of the NS relay, wires 112 and 94, winding of the EPV, wire 95 back to return wire G. Since the device EPV is held up by the front contact 111 while the train is moving in nonsignal territory it would seem unnecessary to hold the cam 51 in its restored position by energizing the cam starter magnet CS. This magnet CS is however maintained energized in non-signal territory so that no unnecessary wear on the gear 61 and pinion will take place by turning of this pinion in the mutilated portion of this gear.

As long as the train is moving in non-signal territory the speed of the train is unrestricted in the particular arrangement shown,

but if desired a special continuing predetermined speed restriction may be set up by this relay NS. If no special speed restriction in unsignalled territory is provided for, the usual safety afforded when no train control apparatus is employed, that is, that afforded by the engineer, is present here, because the engineer is continually advised that the safety of the train depends entirely upon him by reason of the provision of the non-signal territory signal W which may be a signal of any desired type either visual or audible, but has for convenience been shown as a white lamp W.

Entering signalled territory.Aftcr the train has passed through the section of unsignalled territory and again enters signalled territory the NS relay again assumes its deenergized position automatically by reason ofthe presence of both line and track circuit current which have a phase relation like that employed in signalled territory.

Since it is possible for the first section of trackway in ordinary signalled territory to be in either caution or danger trafiic conditions as well as clear, by reason of other trains,

open sidings or the like, it might possibly happen that a train would enter signalled territory without causing deenergization of the NS relay, This is however not considered to materially endanger the train because the engineer will still be advised of his responsibility in running the train by the illumination of the white non-signal territory lamp W, and he will presumably take the proper precaution in response to such signal indications and if the section entered is a branch which is not provided with wayside signals he will run the train on train orders and proper observance of the track ahead.

In equipping the entrance to non-signal territory with means for setting up non-signal territory control and indication, it is considered preferable to assure a clear trackway at least braking distance ahead, and for this reason the block K has been shown track circuited all the through. It should be noted that the signal Z has been shown dotted. This has been done because this signal may or may not be present depending on whether the non-signal teritory section ahead is provided with wayside signals. If thissection is provided with wayside signals this signal Z will be controlled by traffic conditions in the two blocks in advance, in any suitable manner similar to the manner vin which the signals Z and Z are controlled.

In the system of train control described, the well known means for controlling a threeposition relay in a train control system of the continuous inductive type has thus been modified, so that, this relay assumes a deenergized position in a caution block as well as in an occupied block, provision being made to have a gradually decreasing speed limit imposed to restrict the movement of a train in a caution block; advantage being taken of the reverse indicating position of the relay for setting up a distinctive cont-r01 and cab signal indication when the train enters territory not equipped for automatic train control purposes.

Further, the system proposed is so organized that line or simplex circuit equipment may be advantageously used in regular train control territory. This for the reason that in two position continuous inductive train control systems where the regular track circuit is used also for train control purposes it is necessary to provide some means for decnergizing the car-carried relay when a train moves through a caution block, because track circuit current must be present in a caut'ionblock and if the car-carried relay is controlled solely by track circuit currentthe main carrelay would be deenergized. In the system shown caution conditions are manifested on the train by cutting current off of the line phase in a caution'block. It is of course inexpedient to cut off track current in a caution block because this would in effect change the condition of such block to that of an occupied block and cutofl' the current of the next block in the rear, and so on; so that, some means of control is necessary in addition to that of the track circuit alone in two position control, which in the system shown consists of a controllable line phase circuit. In the system shown the line phase car-carried equipment is used for both, effecting deenergization of the car relay in a caution block and setting up non-signal territory control by a suitable stick device which control continues effective until signal territory is reentered.

Having thus shown and described one specific embodiment of the present invention, it is desired to be understood that the specific disclosure has been made for the purpose of showing the nature of the inven tion and how it may be applied to, at least, one particular type of railway signal system rather than for the purpose of showing the scope of the invention, and that various additions, changes or modifications may be made in adapting the invention to other types of systems without departing from the spirit or scope of the invention or the idea of means underlying the same,

lVhat is desired to be secured by Letters Patent of the United States is 1. In an automatic train control system of the continuous inductive type, in combination, car-carried apparatus including a three-position control relay for setting up clear and danger restrictions when it is energized in one direction and when it is deenergized respectively, means for giving a non-signal territory indication when said control relay is energized in the opposite in the normaldirection when the trackway.

currents have a normal phase relation, to indicate in the reverse direction when the trackway current-s have a reverse phase relation and to assume a deenergizcd position when either or both of these trackway cur rents discontinue flowing, means for picking up a non-signal territory relay when said control relay is energized in the reverse direction and for giving a clear traiiic indi cation when said relay is energized in the normal direction, and trackway means for permitting the flow of trackway currents having a normal phase relation when trarlic conditions ahead are clear in signalled territory and permitting a flow of current in similar trackway circuits having a reversed phase relation at the entrance to non-signal territory.

3. In automatic train control systems of the continuous inductive type, the combination with anon-signal territory relayon the vehicle of the stick type, of means including track-way means located only at the entrance to non-signal territory for automatically picking up said relay by currents flowing in two circuits along the trackway, said circuits at the entrance to such unsignaled territory having a predetermined phase relation and for knocking-down said relay when similar trackway currents are encountered of which one of these currents is reversed.

4. In an automatic train controlsystem of the continuous inductive type, in combination, a non-signal territory relay or": the stick type positioned on the vehicle, and means for operating said relay including a section of trackway at the entrance end of the non-train control. territory provided with a loop circuit, and a simplex circuit, each energized by alternating current, the currents in said two circuits having a relative instantaneous phase relation different from that which exists in any other part of the trackway.

5. In an automatic train control. system of the continuous inductive type, in combination, circuits comprising the two track rails in multiple and energized by currents having certain instantaneous phase relations to other currents in said track rails, a non-signal territory relay of the stick type on the vehicle, and means partly on the vehicle and partly along the traclnvay for picking up said relay in eluding a circuitlocated only at the entrance to non-signal territory comprising the two track rails 1n multiple energized by a current 'diflerent, in instantaneous phase relation to other current in said two track rails, from that which occurs in any other partof the track way.

6. In an automatic train control system of the speed. control type, in combination, a brake control device on the vehicle superimposed upon the usual air brake system, which it actuated causes an automatic application of the brakes, an actual speed device driven from the wheels of the vehicle, a permissive speed device which it initiated from normal, sets relation in clear territory, a reverse phase re-.

lation at the entrance to non-signal territory and having one or the other currents absent in caution and danger territory.

7. In an automatic train control system of the type in which a railway is equipped with a. three-position alternating current relay which assumes a normal, a reverse or a deenergized position in accordance with the presence of two traclrway currents having a normal or a reverse phase relation respectively or in which one or both of these cur rents are absent, means for setting up clear tratlic conditions on the vehicle when the relay assumes the normal energized position setting up danger traflic conditions when tine relay assumes the deenergized position, said last mentioned means being ineffective to set up said danger tralflc conditions it the relay assumes the reverse energized position before assuming the deenergize d position under which latter condition a non-signal territory indication is set up.

8. In an automatic train control system of a type in which a railway vehicle is equipped with a three-position alternating current relay which assumes a normal, a reverse or a dcenergized position in accordance with the presence of two trackway currents having a normal phase relation or a reverse phase relation respectively, or in which one or both of these currents are absent, means for setting up clear traffic conditions on the vehicle when the relay assumes the normal energized position and setting up danger tratiic conditions when the relay assumes the deenergized position, said last mentioned means being ineffective to set up said danger traflic conditions it the relay assumes the reverse energized position before assuming the deenergized position under which latter con dition a non-signal territory indication is set up, said means including means for discontinuing the non-signal territory indication effective when said relay again assumes the normal energized position.

9. Trackway apparatus for automatic train control systems comprising equipment in train control territory including a loop circuit comprising the two rails in seriesso that there are currents flowing in opposite directions along the track in said rails, and a Si111-- plex circuit comprising the two track rails in multiple which simplex circuit is energized only with current having a normal phase relation with respect to the loop circuit current,

and equipment at the entrance to non-signal territory comprising a similar loop circuit and a similar simplex circuit in which only currents flow having a reverse relative phase relation.

10. Trackway apparatus for automatic train control systems comprising, signalled territory equipment including two trackway circuits adapted to transmit control influences to the vehicle one of which consists of the usual track circuit, said circuits having only currents flowing therein having a normal phase relation with respect to each other and similar trackway circuits located only at the entrance to non-signal territory having currents flowing therein which have a reverse phase relation from that of the currents in signalled territory.

11. An automatic train control system comprising, a brake control device, a permissive speed device, an actual speed device, means for actuating said brake control device it the actual speed exceeds the permissive speed, a I

traekvay apparatus in train control territory for causing said relay to assume one onergized condition when traffic conditions in advance are clear, similar trackway apparatus located only at the entrance to non-train control territory for causing said relay to assume a condition reverse from said one condition, and a non-signal territory relay caused to assume its energized position only it said three condition relay is energized to the reverse condition, said non-signal territory relay if energized permitting said permissive speed device to remain in its condition of setting up a maximum permissive speed even though said three condition relay be de-energized.

12. In a train control system of the continuous inductive type in which the train is permitted to proceed in response to the flow of current flowing in the track rails, in combination, a main relay energized in response to the flow of current flowing down one track rail through the axles of the train and back through the other rail and which relay it deenergized restricts the movement of the train, a non-signal territory relay which if energized removes the restriction in the movement oi the train imposed by said main relay, and means for causing said nonsignal relay to assume its energized position while the train is running in nontrain-control territory including traclrway means located only at the entrance to non-train-control territory for causing current to flow down one rail and hack through the other and current flowing down the two rails in multiple which last two mentioned currents have a predetermined phase relation different from what exists in other parts of the trackway.

13. A train control system of the continuous inductive type comprising, a trackway means for causing loop circuit current to flow down one rail through the axles of the train and back through the other rail and for causing simplex current to How down the two track rails in multiple, a three position relay carried on the train which assumes one energized position in response to such loop and simplex currents in train control territory under clear trafiic conditions and assumes its opposite energized position only upon entering non-train-control territory due to the phase relation between such loop and simplex currents in train control territory and at the entrance to non-train-control territory respectively, means for restricting the progress of the train upon de-energization of said relay, and non-train-control territory means rendered active if said relay assumes said opposite energized position and then its deenergized position which means it active prevents such restriction in the progress of the train.

14. An automatic train control system of the continuous inductive twocposition type comprising, means partly on the vehicle and partly along the track in train control territory having the usual loop or track circuit current flowing down one rail and back through the other for restricting the progress of the train in response to the absence of such loop circuit current, a nontrain-control territory relay on the vehicle, and means for rendering said non-train-control territory relay active including means for conducting currents having a predetermined phase relation down one rail and back through the other and down the two track rails in multiple respectively, such predetermined phase relation existing only at the entrance to nontrain-control territory.

15. An automatic train control system of the continuous inductive two position type comprising, means partly on the Vehicle and partly along the track in train control territory having the usual loop or track circuit current flowing down one rail and back through the other for restricting the progress of the train in. response to the absence of such loop circuit current, a non-train-control territory relay on the vehicle, means for rendering said non-train-control territory relay active including means for conducting currents having a predetermined phase relation down one rail and back through the other and down the two track rails in multiple respectively, such predetermined phase relation existing only at the entrance to non-train-control territory, and means for giving a distinctive signal indication on the train when said nonsignal territory relay is energized.

16. In a train control system of the continuous inductive type in which the train is permitted to proceed in response to the flow of current flowing in the track rails, the combination of a main relay energized in response to the flow of current flowing down one track rail through the axles of the train and back through the other rail and which relay if deenergized restricts the movement of the train, a non-train-control territory relay which if energized removes the restriction in the movement of the train imposed by said main relay, and means for automatically causing said non-train-control relay to assume its energized position while the train is running in non-train-control territory including trackway means located only at the entrance to non-train-control territory for causing current to flow down one rail and back through the other and current flowing down the two rails in multiple which last two mentioned currents have a predetermined phase relation. c

In testimony whereof I affix my signature.

WINTHROP K. HONE. 

